And henry van hoeven



(No Model.) 2 Sheets-Sheet 1'.-

W. HADDEN &- H. VANHOEVENBERGH. RAILROAD SIGNAL SYSTEM.

No. 307,760. Patented Nov. 11, 188.4.

Zaaf

Wes;

WITNES S INVENTOR ATTORNEYS.

(No Model.) 2 Sheets-Sheet 2.

W. HADDEN 82; H. VAN HOEVENBERGH. RAILROAD SIGNAL SYSTEM.

No. 307,760. I Patented Nov. 11, 1884.

x INV'ENTOR:

ATTORNEYS.

WITNESSES W litre rarne ATlENT Ormcn,

\VILLIAM HADDEN, OF BROOKLYN, NEWV YORK, AND HENRY VAN HOEVEN- BERGH, OF ELIZABETH, NE\V JERSEY; SAID VAN HOEVENBER GH AS- SIGNOR TO SAID HADDEN.

' RAILROAD SIGNAL SYSTEM.

{J'PECIFICATIQN forming part of Letters Patent No. 307,760, dated November 11, 1884.

Application filed March 1, 1883.

To all 1071/0121, if; may concern.-

Be it known that we, WILLIAM HADDEN, of Brooklyn, in the county of Kings and State of New York, and HENRY VAN Honvnnnnaen,

of Elizabeth, in the county of Union and State of New Jersey, have invented a new and Improved Railroad Signal System, of which the following is a full, clear, and exact description.

Our invention relates to the class ofrailroad- 1o signals employed in protecting a block or section of the road against occupation by more than one train at a time.

In our improved signal a continuous electric current is employed for holding the signal-banners in position to indicate safety, and the currentis rapidlyinterrupted to weak en the power of the signal-magnet and allow the signal-banner to fall to indicate danger. I

The invention consists in a peculiar combi 2o nation of track-instruments, interrupters. and signal-magnets, whereby the entrance of the train at one end of the block sets in operation the interrupter, which allows the banner to fall, and continues to act automatically until 2 5 the train passes from the other end of the block, when the continuity of the current is re-estab lished, and the signal-bamiers indicate that the track is clear.

Figure l is a diagrammatic representation of 0 our improved signaling system. Fig. 2 shows the track and circuit-coiniectious.

In describing our improved signaling apparatus we shall, for the sake of clearness, refer to the parts of the apparatus as being in the 3 5 first, second, third, or fourth position, according to the direction of the train and position of the several parts. YVe have also indicated the opposite ends of the blocks in the drawings as west ant east.

In the first position, as shown in the drawings, the battery G is on the line from earthconnection E through circuit-breaking trackinstrument 0, wire 1, contact-point H of armature-lever a of magnet A, armature-lever, wire 1, breaking track-instrument B, wire 1, signalmagnet D, switch F, wire 1, signal-magnet D, wire 1, circuit-breaking track-instrument B, wire 1, lever a, back contact-point, H of an mature-lever a of magnet A, and wire 1, cir- (No model.)

cuit-breakingtrackinstrumentO'toearth-con- 5o nection E. By means of the battery G, working continuously through this circuit, the signal-magnets D and D are made operative,holding signal-banners out of sight or in the safety posit-ion, as indicated inthe drawings. In this position the current from the battery G is shunted oif from magnets A and A by the back contacts, H H, of their respective armature-levers, so that the power of the battery upon the line is not lessened by the introduction of the magnets A and A into the circuit.

In the second position, when a train enters the section tobe protected by this signal system from the west and operates the circuit breaking track-instrument B, the circuit, as 6 described in the first position, is interrupted, and the armatures of the signal-magnets D and D are released and the signal-banners are thrown to danger or in sight. The circuit from battery now flows through wire 2, magnet A, 0 wire 2, and thence to E, as before. The effect ,of this change of circuit is as follows: Magnet A, becoming operative, attracts its armature, and the front contact-points, H, will be'brought together, where they will remain as long as the circuit-breaking track-instrument B remains open. When the said circuit-breaking trackinstrument B becomes closed, the current will be shunted off from magnet A through wire 1, front contacts, and armature-lever a of magnet A, wire 1, and track-instrument B. This will release the armature of magnet A, and it will be drawn backward by the retractile force of the spring 6, connected with the armaturelever a,- but when the front contacts, H, become separated the current will again flow through magnet A, bringing forward the armature be fore the back contacts, H, have come together, and a vibratory motion of the armature-lever will continue until stopped by a further opera tion, hereinafter described. The effect of this vibratory motion of the armature-lever of magnet A will be to so reduce the power of the battery-current upon the whole line as to rein der the signal-magnets D and D inoperative, 9 5 thus continuing the signals at danger or in sight. WVhen in the progress of the train to ward the east the circuit-breaking track-in I strument G is reached and operated, the curbe retracted, so as to bring the back contact points, H, together, thus cutting the current -off from magnets A and stopping the vibratory movement of its armature-lever. This operation will again throw the full and uninterrupted power of the battery upon the line, which will operate the signal-magnets B and B, bringing the signals to safety or out of sight, thus reforming the circuit, as shown in first position in the drawings, and as described above.

In the third position, when the system is operated by a train entering from the east end, an exact repetition of effects already described is produced, except that the armature-lever of magnet A becomes vibratory, and continues so until circuitbreaking instrument 0 is actuated, with the results as already described.

In the fourth position, when it is desired to operate thesignal-magnets from an intermediate point by hand, all that is necessary is to break the circuit by means of the switch F, when all of the armatures of signal-magnets will be released and the signals thrown to danger or in sight. By replacing the switch to its original position the full power of the battery will again operate the signal-magnets,

throwing the signals to safety or out of sight.

The switch F and circuit-breaking track-instruments B B O Oare ofthe usual well-known form, and will therefore require no description.

' Having thus described our invention, we

claim as new and desire to secure by Letters Patent- 1. In a circuit for an electric railroad signal system, the combination of a rheotome, two circuit-breaking track-instruments, one or more signal-magnets, and the circuit-wires, as herein specified.

2. In an electric railroad signal system, an electric magnet, and acircuit-breaking trackinstrument communicating with the battery and main line, and a circuit shunting the electro-magnet and communicating with the battery and main line, in combination with a vibratory armature-lever having front and back contacts and a circuit-breaking instrument, the said vibratory lever and track-instrument being in the shunt-circuit, as specified.

3. In an electric railroad signal system, the electro-magnets A A, circuit-breaking trackinstruments 0 O in the main circuit, the shunts, including the vibratory'levers a a, and trackinstruments B B, the signal-magnets D D, and one or more switches, F, in combination with electrical connectors, substantially as herein shown and described.

4. In an electric railroad signal system, th combination of the circuit-operating magnet A, armaturelever a, contacts H H, track-instruments B O.signal-magnets D, and their respective circuitwires, as herein specified.

WVILLIAM HADDEN.

HENRY VAN HOEVENBERGH.v Witnesses:

Gno. M. HOPKINS,

O. SEDGwIcK. 

